It gets more complicated. As PMK indicates, the turbo needs to be relocated. In addition to the turbo piping connecting the banks, the turbo also sits where the steering box sits.

Because when you spend a silly amount of money on a silly, trivial thing that will help you not one jot, you are demonstrating that you have a soul and a heart and that you are the sort of person who has no time for Which? magazine. – Jeremy Clarkson

There's a LOT to consider between turbo and n/a VG's. Two big things to consider here, an N/A VG will be plenty of power for most 510 owners, and a turbo VG will be way more than enough power for most 510 owners. I built a VG34E, which I think splits the difference. The track car I'm building will be a turbo VG30E, and my GF's car is an N/A VG30E. Lots of plumbing work for the turbo, with custom exhaust manifolds needed, all the intercooler piping, the intercooler, etc. Lots of extra work. The N/A version is actually relatively simple to install. Cheap too if you can build (modify) your own oil pan, and engine/tranny mounts.

[img]0829[/img]Here is what I got 84 300 zx 50th with 47000 miles run like new will be pulling motor ,tranny ,ecu wiring,rearff,calipers this fall.This is my 71 510 I'm putting it in.Will be buying oil pan from experimental engineering and also motor mounds.Plenium will be from a 200 sx with exhaust manifolds also from local junkyard..I will try to start sometime in winter.

The photo links didn't work, but I'll assume you went naturally aspirated.

I've not driven a turbo VG conversation myself in a 510, but I can tell you that the naturally aspirated conversation in unmodified form goes plenty quick with excellent driveability and access to all major components not being an issue.